Cars & Motors News

[Rasputin]

2006 Volvo S40 T5

SPECIFICATIONS

2006 Volvo S40 T5

Base Price $ 26,615
Price As Tested $ 33,275
Engine Type dual overhead cam turbocharged
inline 5-cylinder
Engine Size 2.5 liters / 154 cu. in.
Horsepower 218 @ 5000 rpm
Torque (lb-ft) 236 @ 1500-4800 rpm
Transmission 5-speed electronically-controlled
automatic
with Geartronic manual-shift mode
Wheelbase / Length 103.9 in. / 175.9 in.
Curb Weight 3,278 lbs.
Pounds Per Horsepower 15.0
Fuel Capacity 15.9 gal.
Fuel Requirement 91 octane unleaded premium gasoline
Tires P205/50 VR17 Michelin Pilot MXM4
Brakes, front/rear vented disc /solid disc, ABS, EBD,
and EBA standard
Suspension, front/rear independent MacPherson strut /
independent multilink
Drivetrain front engine, front-wheel drive

PERFORMANCE
EPA Fuel Economy - miles per gallon
city / highway / observed 22 / 31 / 23
0 to 60 mph 6.5 sec

OPTIONS AND CHARGES
Metallic paint $ 475
Climate Package - includes:
heated front seats, headlamp washers,
RainSensor $ 675
Dynamic Trim Package - includes:
front & trunk lid spoilers, lower rear
valence, side sill and lower door edge
moldings, Dynamic Sport Suspension,
17-inch SCOTIA alloy wheels $ 2,025
Audio Package - includes:
premium sound system & 6CD changer $ 895
Greartronic automatic transmission $ 1,200
Dynamic Stability and Traction Control $ 695
Destination Charge $ 695

[Rasputin]

2007 Toyota Yaris

SPECIFICATIONS


MODEL: 2007 Toyota Yaris 4-door sedan
ENGINE: 1.5-liter I-4
HORSEPOWER/TORQUE: 106 hp @ 6000 rpm/103 lb.-ft. @ 4200 rpm
TRANSMISSION: 4-speed automatic
WHEELBASE: 100.4 in.
LENGTH x WIDTH x HEIGHT: 169.3 x 66.5 x 56.7 in.
TIRES: P175/65R14
CARGO VOLUME: 12.9 cu. ft.
ECONOMY: 34 mpg city/39 mpg highway/39.1 mpg test
PRICE: $16,840 (includes $580 delivery, processing and handling fee)

Toyota has shown a remarkable ability to re-invent some of its products. When they wanted to come out with a more luxurious Toyota, they created Lexus. When they wanted to appeal to a younger demographic, they created Scion. And when certain models aren’t racing out the door, they push the “re-invent” button and see what comes out.
When Echo wasn’t selling as well as Toyota had hoped, the car was redesigned and remarketed as the Yaris, which may be classified loosely as a Toyota-branded Scion. Echo was a ho-hum compact sedan, but Yaris has a lot more panache that makes it more appealing.
During our test, we drove Yaris over our normal set of suburban and urban streets. We also took it on a 350-plus-miles road trip that delivered excellent fuel economy. The Yaris is rated at 34 mpg city/39 mpg highway. In a combination of city and highway (mostly highway, I’ll admit) we averaged 39.1 mpg. In today’s climate of overpriced gasoline, that’s outstanding. It’s also the best fuel economy we’ve attained in a non-hybrid.
Sure, the Yaris isn’t the fastest car on the highway, but it can keep up with anything else that’s driving legally out there, and with a couple who may be stretching the speed limit a bit. Where Yaris hurts is in acceleration. We didn’t exactly zip away from traffic lights and stop signs, and entering Interstates when the traffic’s at the speed limit can be a challenge. But we survived.

The 1.5-liter four is a bit buzzy at times, especially under hard acceleration. In general, the relatively noisy engine wasn’t a problem, though.
The engine is connected to the front wheels through a 4-speed automatic transmission. I would have liked a manual mode to the automatic but it isn’t available. There were a couple of times when I would have wanted to downshift faster than the transmission’s logic decided I wanted to downshift.

[Rasputin]

TC's 2005 Porsche Line-up Test Rides

Short of a million-dollar lottery winner, an invitation to drive Porsches on a race track runs close second. With a million dollars you can own a Porsche!
Thus I, and various other media racer-wannabes gathered for a day of very high speed entertainment at Waterford Hills Road Racing track. After a short business meeting charting Porsche’s latest developments we


dropped the tops on all manner of Porsche Cabriolets, donned helmets and started engines. Each of us was—thankfully—accompanied by a professional driver to remind us we are amateurs. BRAKE NOW, is a critical part of instructor’s vocabulary; a loud and commanding voice a necessity.
Porsche brought five different open cars: Boxter and Boxter S, the 911 Carrera Cabriolet and Carrera S Cabriolet, and a 600 horsepower (that’s SIX-HUNDRED-HORSEPOWER) 205 mph (yes, TWO-HUNDRED AND FIVE BLOODY MILES PER HOUR!) Porsche Carrera GT priced at $440,000. Excuse me a moment for deep breaths… Fortunately I got up to speed in a Boxter S before driving the GT.
Porsche Boxter S $53,100
The 2005 Boxter , at eight years old, is in its second generation. This mid-engined ragtop now has brakes from a 911 (bigger and stronger) and improved stability control (Porsche Stability Management.)


PSM is far less aggressive than most stability controls—you can slip and slide quite aggressively before it kicks in.

[Rasputin]

2006 Toyota Sienna

In the beginning there were cargo vans. Built on light truck chassis they were big and mostly built to haul cargo. Some were dressed up to be luxurious people haulers with captain’s chairs, cup holders and shag carpet. A couple of cute little variations came from GM and Ford – the Corvan and Econoline. That was a long time ago.
Then Lee Ioccoca and his pals built the iconic Chrysler minivan, only about two-thirds the size of a cargo van, it was an iteration of the K-Car family of vehicles that saved the company. That small van on a car chassis was so well designed, functional and easy to drive that it created and defined an entirely new market segment in the auto industry when there were few segments to begin with.
As with any successful product the imitators and innovators were on it like flies on old meat. Soon GM had a whole bevy of vans that looked like Dust Busters. At the same time ford built the slovenly and rust-prone Aerostar. And on they came, getting better and bigger until minivans were so pervasive in the suburbs, where all the kids needed to be hauled and domestic cargo schlepped, that the minivan engendered disrespected as being too common and mundane. Bold, brash sport utilities began to take their place and put some excitement into kid hauling.
But the minivan survives because of amazing practicality, though none are as small as the originals. Our test car this week is the second generation ‘06 Toyota Sienna, one of the best of the genre, introduced in March of ’03 as an ’04 model. With typical Toyota quality the Sienna has all the practicality a soccer mom could want, with cubbies and cup holders everywhere, plenty of power, easy to drive and not bad looking. But no one could refer to its size as “mini.” Sienna is a large, front-wheel-drive, luxurious 7- or 8-passenger kid hauler, with lots of amenities and a reasonable price.
Outside the Sienna resembles the league-leading Honda Odyssey with a long snout, backswept headlight housings, and a smiling countenance. Stance is low. Nicely sculpted character lines lead to a rear view with a little character. No one could accuse Sienna of being bold, but its styling is not just white-bread either. With the 17-inch alloy wheels and 225/65R17 all-weather tires, Sienna looks strong and competent.
Luxury is the theme inside in our XLE. The top-of-the-line Limited will make you think you’re in a Lexus, with wood and leather coordinated beautifully, and our XLE is very nearly that well dressed. The center stack is set high on the dash and attractively styled. The seating position in relation to the driver’s surroundings is excellent. I feel comfortable and upright in the driver’s seat, sort of like a combination of a luxury sedan and a full-size sport-ute.
Power comes from a DOHC 3.3-litre V6 with variable valve timing (Toyota’s VVT-i) making 215 horsepower and 222 lb.ft. of torque, though it feels like more. The engine was formerly rated at 235 horsepower but the new SAE rating system dropped it to 215. I found the engine to be more than adequate even with lots of guests aboard. EPA fuel economy estimates on our all-wheel-drive test van are 17mpg city and 23 highway, though you can get a bit more with the basic front-wheel-drive version. With a 20-gallon tank you can expect about 400-mile range.
Power is managed through a smooth 5-speed automatic transmission. All wheel drive is available on all models as an option. ABS is standard on all models, of course, and Vehicle Stability Control and Traction Control are optional on all but the XLE Limited where those are standard. Three-point seat belts are provided at all seating positions.

[Rasputin]

2006 Volkswagen Rabbit 4-Door

SPECIFICATIONS

2006 Volkswagen Rabbit 4-Door

Base Price $ 16,990
Price As Tested $ 20,920
Engine Type dual overhead cam 20-valve inline
5-cylinder
Engine Size 2.5 liters / 151 cu. in.
Horsepower 150 @ 5000 rpm
Torque (lb-ft) 170 @ 3750 rpm
Transmission 6-speed automatic (opt)
Wheelbase / Length 101.5 in. / 165.8 in.
Curb Weight 3,137 lbs.
Pounds Per Horsepower 21
Fuel Capacity 14.5 gal.
Fuel Requirement 87 octane regular unleaded gasoline
Tires P205/55 HR16 Conti Pro Contact (opt)
Brakes, front/rear vented disc / solid disc, ABS standard
Suspension, front/rear independent MacPherson strut /
independent multilink
Drivetrain transverse front engine, front-wheel drive

PERFORMANCE
EPA Fuel Economy - miles per gallon
city / highway / observed 22 / 30 / 24
0 to 60 mph 9.0 sec

OPTIONS AND CHARGES
6-speed automatic Tiptronic transmission $ 1,075
Power sunroof $ 1,000
ESP $ 450
16-inch alloy wheel package $ 400
XM Satellite radio $ 375
Destination charge $ 630

[Rasputin]

2005 Suzuki Aerio SX AWD

SPECIFICATIONS

MODEL: Suzuki Aerio SX AWD
ENGINE: 2.3-liter DOHC 4 cylinder
HORSEPOWER/TORQUE: 155 hp @ 5,400 rpm/152 lb.-ft. @ 3,000 rpm
TRANSMISSION: 4-speed automatic
WHEELBASE: 97.6 in.
LENGTH x WIDTH x HEIGHT: 166.5 x 67.7 x 61.0 in
CARGO CAPACITY: 63.7 cu. ft.
TIRES: P195/55R15
ECONOMY: 24 mpg city/29 mpg highway
STICKER PRICE: $17,794 (includes $545 destination and handling
charge)

When the Suzuki Aerio appeared in my driveway, I have to admit to a little trepidation. The week before I had been driving a luxurious $74,000 sedan. This week was to be the Aerio, a $17,794 "small station wagon." It's classified as a wagon, but in reality it's a five-door hatchback, but who am I to argue with the EPA? Anyway, there was this little blue vehicle in my driveway, and I knew immediately that I was going to need some brainwashing to forget about the luxury sedan and learn about the Aerio. The learning curve wasn't that long or steep. True, the Aerio is small, with a 97.6-inch wheelbase and 166.5 inches of overall length. But that just makes it easier to maneuver and park.

And the Aerio is economical. It has an EPA rating of 24 mpg city and 29 mpg highway. Our test week took us over some interesting back-country roads, with hills and curves, but we had few Interstate roads to jack up the mileage. So our numbers were in the low 20s, still okay, but not earth-shaking. Interestingly, with the automatic the economy is the same as with the manual, when AWD isn't included. It's the AWD that drops economy from 25/31 mpg.

We had a little snow and ice during the Aerio's week, so we had a chance to enjoy the comfort of AWD. This isn't a vehicle that you'd want to take off-road at any time, but the AWD gives a little more security when the roads turn unfriendly. And as with Audi's philosophy, AWD improves handling.

[Rasputin]

2007 Acura RDX

SPECIFICATIONS

2007 Acura RDX

Base Price $ 36,495


Price As Tested $ 37,165


Engine Type dual overhead cam 16-valve turbocharged
and intercooled aluminum alloy
4-cylinder with i-VTEC variable
valve timing and cam phasing

Engine Size 2.3 liters / 140 cu. in.

Horsepower 240 @ 6000 rpm

Torque (lb-ft) 260 @ 4500 rpm

Transmission 5-speed electronically-controlled automatic
with manual-shift mode and Grade Logic Control

Wheelbase / Length 104.3 in. / 180.7 in.

Curb Weight 3935 lbs.

Pounds Per Horsepower 16.4

Fuel Capacity 18.0 gal.

Fuel Requirement 91 octane unleaded premium gasoline

Tires P235/55 VR18 Michelin Pilot HX mxm4

Ground Clearance 5.12 inches

Brakes, front/rear vented disc / solid disc,

Suspension, front/rear independent MacPherson strut/independent multilink

Drivetrain transverse front engine, all-wheel drive

PERFORMANCE

EPA Fuel Economy - miles per gallon
city / highway / observed 19 / 23 / 17
0 to 60 mph 7.5 sec
Towing Capacity 1500 lbs.

OPTIONS AND CHARGES

Destination Charge $ 670

[Rasputin]

2005 SCION tC

SPECIFICATIONS

MODEL: Scion tC
ENGINE: 2.4-liter DOHC I4
HORSEPOWER/TORQUE: 160 hp @ 5,700 rpm/163 lb.-ft. @ 4,000 rpm
TRANSMISSION: 5-speed manual
WHEELBASE: 106.3 in.
LENGTH x WIDTH x HEIGHT: 174.0 x 69.1 x 55.7 in.
CARGO: 12.8 cu. ft.
ECONOMY: 22 mpg city/29 mpg highway
PRICE: $19,335 (includes $515 delivery, processing and handling fee)

The last time I drove a tC it was much squarer, had right-hand drive and a leaky top. This tC, from Scion, is much more civilized, doesn't have a leaky top, and has a lot more performance. And, as much as I like MGs, this one looks better, too. In my eye, this is the best-looking Scion so far.
Scion's third entry into the youth market didn't follow the "x" naming routine of the first two cars. Why? Volvo has an XC Cross Country station wagon and Scion (or Toyota) couldn't impinge on the naming rights. So Scion went with tC. I have been informed that Scion will go through the alphabet until it gets to Z, at which point they aren't sure yet what the one after that will be named.

[Rasputin]

2005 Volvo XC90 V8

As senior Volvo executives confessed to me off the record in Arizona during the XC90 V8 launch, Ford, Volvo's parent company did two good things. The first was to buy them, the second-to leave them well alone. Rare, if not unheard of in the world of automobiles.
Even though Ford is not unknown for stupid mistakes-think of those abominable Norwegian plastic elctric cars in this instance they’ve really scored a bulls-eye. On the one hand they are learning a great deal about safety from the Swedes but on the other they leave them alone. Instead of trying to stuff one of their venerable V8-s into the XC 90 (it would not have fitted anyway) they allowed Volvo to search for a suitable V8 to give the award winning XC a little bit of extra oomph.
Even though I am not a great Richard Perry-Jones fan, this time he did give some good advice. I am only guessing but Yamaha as the V-8 engine source may well have come from conversations with Herbie Blash who works for the FIA as well as for Yamaha in the UK.
Regardless of the circumstances they found a gem, a jewel in the crown. The 60 degree Yamaha V8 sounds great and does a superb job. The displacement is 4.41 liters, the compressions ratio is 10.4:1. There are four valves per cylinders in an engine which has a maximum torque of 325 lb/ft. The gearbox is a six speed automatic which can also be used as a manual which I found very useful on some steep hills on the infamous Apache Trail. One mistake and we would have been in the Roosevelt Dam 600 feet below.
The acceleration is a very respectable 6.9 seconds from 0-60 and on a private road we also had the Volvo zooming along at a perfectly safe 100 miles per hour. Exactly what a wealthy German family would be doing on the autobahn on their way to Zurs or Lech in Austria for a week’s skiing. The V8 is quite a milestone for Volvo, they’ve been in business since 1927 and this is the first time they’ve got round to having one. It is no coincidence that the Volvo is seen as a “blue car”, according to a politician who’ll remain nameless, if you own a Volvo, do yoga and care about the environment you are most probably voted for Kerry. I am sure Volvo are happy to sell their cars to anyone and everyone but with their highly commendable ULEV II success it does not strike me as a Texas automobile. ULEV II by the way stands for ultra low emission vehicle, stage II) and the Yahama V8 is the first one to achieve it. With four catalitic coverters even the folks in Mill Valley in Marin County would applaud Volvo’s attempts as producing as clean a vehicle as possible. Volvo plans to sell a very modest 15 thousand units a year, which at around 45 thousand dollars strikes me as a very modest target.

[Rasputin]

2007 Toyota FJ Cruiser

The word “typical” appears in most reviews of Toyota products, as in “typical Toyota quality,” “typical Toyota fit and finish,” “typical Toyota attention to detail,” “typical Toyota engineering excellence,” or “typical Toyota engine power and performance.” The all-new 2007 FJ Cruiser, inheritor of the legend of Land Cruiser is thus “A Typical Toyota.” A Toyota that, if priced in the mid-$20 thousand USD as promised, will be a stern competitor to rivals Jeep Wrangler Rubicon, Hummer H3, and Nissan Xterra.
The FJ was introduced in concept at the 2003 Detroit Auto Show and reaffirmed at Chicago, 2005. Its design by Calty Research in California began in 2002 when Toyota recognized a need to reconnect with both younger buyers and off road enthusiasts. The result embraces heritage from old Land Cruisers, modern efficiency, and off road prowess.
Land Cruiser’s origin was in 1951 when a rugged off road vehicle was needed for Japanese police and forestry services. Then named BJ and changed to Land Cruiser in 1954, it has continued in production through a series of model designations, and in 2002 the 120 Prado was introduced to the world—but not the United States. FJ Cruiser is based on this 9th iteration of Toyota trucks and is built in the Hamura plant in Tokyo in conjunction with Hino Motors. Currently FJ Cruiser will be sold only in North America and the Middle East.
Though not a Prado for North America, FJ Cruiser’s frame and front and rear suspensions are adapted from that vehicle. Its welded steel body attaches to a similar boxed steel ladder frame. Front suspension is a similar high-mounted double wishbone with coil-over springs and stabilizer bar. At the rear, a 4-link suspension with coil springs and Panhard rod plus stabilizer bar locate the solid axle. (2WD versions use a tubular steel stabilizer, 4x4 models use solid bars.) The result is 7.87” (199.9 mm) of wheel travel front and 9.1” (231.1 mm) of articulation rear. Though a 4x2 model with a “virtual automatic limited-slip differential” (advanced traction control) is available, it is the 4x4 that interests us.
All FJs are powered by a 4.0-lter 24-valve VVT-I engine producing 239 hp @ 5,200 rpm and 278 lb-ft. of torque at 3,700 rpm. Both a 5-speed automatic with gated shifter and 3.727:1 ratio and 6-speed manual with 3.909:1 ratio are offered; the transfer case is set to 1.000/2.566 low for either transmission. This transfer case is a Torsen locking limited slip differential with 40/60 distribution. Locked, it splits power 50/50. Automatic models use a part-time transfer case. Locking rear differentials are available, as is Toyota’s A-TRAC traction system that applies braking to slipping wheels. It works well enough that many will find locking differentials unnecessary. The result is a payload of 1,325 pounds (601 kg) and trailer tow capacity of 5,000 pounds (2268 kg.)
Our test drive began in Greenville, South Carolina. One of our earliest impressions is that, despite standard P265/70R17 off road tires on 17.5x17 wheels (steel or aluminum alloy),) FJ is quiet, even quieter than a new Camry sedan. On throttle, there is muted engine noise; otherwise it is a very quiet vehicle.
On our first freeway on-ramp we discovered surprising amounts of body roll. Should you be silly enough to do what we do – whip the wheel rapidly left-right-left-right to feel just that, it felt like “flop over and play dead” kind of body roll. This indicates lots of chassis compliance for off roading, but not the best road manners. Of course if you wanted an off road sports car you should get a BMW X3.
We also thought that the variable-ratio hydraulically assisted power steering was curiously compliant. That is, tires responded to input but steering response lagged behind. Even more curious, the steering feels precise and direct. We think the tire sidewalls were responsible. As a result, on the highway, we were required to pay more attention to straight-ahead driving than most competitive vehicles. This is highly influenced by tires, so don’t take this as a fatal flaw in chassis development.
Interiors are interesting and very functional with 8-way adjustable driver and 4-way adjustable passenger seat. Rear seats fold 60/40 and seat cushions are removable for a near-flat load floor. Interiors are covered in easily cleaned fabrics, floors in a rubberized material. The result is handsome enough for a rugged weekend camping, followed by an evening out with family.

[Rasputin]

2007 GMC Yukon

Ever since the overgrown station wagons known as the Blazer (later Tahoe), Yukon, and Suburban put on their new 1992 suits, they seemed unstoppable. Large and most definitely in charge, these were the new Cadillacs (the Escalade was yet to come), and America couldn't get enough. Even after Ford and Toyota finally countered, GM's winning formula plus a wealthy Clintonian economy kept the orders pouring in by the hundreds of thousands, which at $15,000 profit a pop the General didn't much mind filling.

Then of course the bubble burst, gas climbed through $2 and $3, and excess consumption suddenly ceased to be fashionable. Sales are sinking to the bottom of the ocean. Like A Rock.

Those who are walking out are missing a show that just got interesting again. For the first time in seven years GM's big bruisers have gotten an overhaul, one more significant than the last and one that's now in unison across this expansive line of models. Instead of phasing in the redesigned models in staggered steps again, the Chevy Tahoe, GMC Yukon / Yukon Denali, and Cadillac Escalade (the big guys) and the Chevy Suburban, GMC Yukon XL / Yukon XL Denali, and Cadillac Escalade ESV (the really big guys) all make the jump simultaneously. Simultaneously, also, with the Silverado, Sierra, Avalanche, and Escalade EXT pickups.

First up were the Tahoe and Yukon, two all-new 2007 models that GM rushed to market in the first week of 2006. Wow, are you excited as they are?

[Rasputin]

2007 Ford Fusion

The 2007 Ford Fusion is an excellent choice among midsize sedans and should not be overlooked. The Fusion was introduced as an all-new vehicle for 2006 and it's a superb car. It handles well, looks purposeful, it's comfortable, and it delivers good value.
All-wheel drive is a new option for 2007, and we found the new, all-wheel-drive Ford Fusion extremely stable on wet pavement.

The 2007 Fusion models come standard with side-impact and curtain airbags, an upgrade over 2006. The 2007 models offer Sirius satellite radio and DVD navigation. A front passenger seatback that folds down comes on 2007 Fusion SE and SEL models, making it possible to haul extra-long items, and the 2007 Fusion SE has been upgraded with fog lights and 16-inch wheels.

The Fusion offers a choice of V6 and four-cylinder engines. The four-cylinder offers a five-speed automatic, an impressive feature that offers smoother, more fuel-efficient operation. And the V6 comes with a six-speed automatic, a feature associated with top-end luxury cars. A five-speed manual gearbox is available with the four-cylinder engine.

The cabin is comfortable and well designed with controls are intuitive and easy to operate. The center dash is not spectacularly beautiful, and the interior looks classier in the lighter colors.

Crisp lines, big headlamps and a bold, chrome grille give the Fusion a distinctive appearance that we find attractive.

The Fusion has earned plaudits from consumer surveys. It was the most appealing midsize car in the J.D. Power and Associates 2006 Automotive Performance, Execution and Layout (APEAL) Study, which surveys owners on product features. The Fusion was second in the Midsize Car category in the 2006 Ideal Vehicle Awards survey conducted by AutoPacific, beaten out by the nearly identical Mercury Milan; the survey focuses on how close automakers came to meeting the desires of the vehicle's target audience. The Fusion won in the Medium Car segment, beating out the Honda Accord and new Volkswagen Jetta, in Strategic Vision's Total Quality Study, which looks at things gone right, things gone wrong and dealership experiences after 90 days of ownership.

[Rasputin]

2007 Mitsubishi Eclipse Spyder

The Mitsubishi Eclipse Spyder returns to the Mitsubishi lineup after a one-year hiatus as a 2007 model, with a full-power, convertible top that folds completely into a fully covered, self-closing bin. All with the driver doing nothing more than releasing a couple of latches and pushing a button.
The Spyder comes with a choice of four-cylinder or V6 engines, each available with manual or automatic.

The Spyder offers all the pleasures of open-air motoring with few of the displeasures. The top, especially, is a quality structure. It's finished inside, with all the struts, pivots and bows hidden behind sound-deadening fabric. With it up, the interior feels and sounds much like the coupe, although perhaps a little claustrophobic. With it down, the steeply raked windshield pushes most of the air up and over the open cockpit, allowing almost-normal conversation; hats are just as essential for avoiding sunburn as for controlling wind-blown tresses.

Despite weighing about 200 pounds more than the coupe, due to bracing added in the conversion to a convertible, the Spyder gives up only one mile per gallon to the coupe in fuel economy in all but the top-level V6 with automatic, and that drops only two mpg and only in the highway estimate.

In pricing, the '07 Spyder actually costs less than its predecessor. The base GS model lists at $355 below the '05, the GT more than $2000 below the top '05 model, and both with more content.

Measured fun per dollar, the Eclipse Spyder is well worth a look for anyone shopping for a sporty convertible.

[abadani69]

[Rasputin]

2007 Dodge Nitro

The 2007 Dodge Nitro is an all new mid-size SUV. Dodge redesigned the full-size Durango in 2004, and since then has been planning the Nitro, which is 22 inches shorter. There are many mid-size SUVs out there, and Dodge wanted the Nitro to be distinctive, in order to keep up its reputation for bold styling. The result is a very squared-off vehicle, with exaggerated fender flares.
The Nitro looks and feels larger than its size, with a high seating position that SUV owners like, and good cabin space. It features Load 'n' Go, a cargo storage system whereby the rear seats and front passenger seat fold totally flat in seconds; additionally, the cargo floor slides rearward out over the rear bumper, and can hold 400 pounds, making the loading of heavy objects much easier. It could prevent back injuries.

The Nitro comes in either two-wheel drive or four-wheel drive, with a choice of V6 engines, one old and one new. The new 4.0-liter V6 is better than the old 3.7-liter, with 50 more horsepower and fuel economy that's only one or two miles per gallon less. However the 4.0-liter engine only comes in the top-of-the-line R/T model, which costs about $2700 more than the most popular SLT. But a five-speed automatic also comes with the R/T, and that transmission, too, is better than the standard four-speed in the SLT. The R/T has a more comfortable ride, as well.

There are three types of upholstery: basic cloth, a handsome stain-repellant cloth, and beautiful perforated leather. No matter which covering, the seats are very comfortable. The cabin is quiet thanks to heavy use of sound deadening material, and visibility out the rear and to the front corners of the Nitro is excellent.

For a base price of $19,225, a Nitro owner gets many safety features that are usually optional on other vehicles, such as front and rear side airbags, side curtain airbags, an electronic stability program with traction control and brake assist, electronic roll mitigation and a tire-pressure monitor.